Delhi may sink deeper into the pollution trap if its planned and unplanned areas are not made accessible: CSE
Delhi may sink deeper into the pollution trap if its planned and unplanned areas are not equally well connected to public transport services and are not made accessible, the Center for Science and Environment said on Tuesday.
The Green Think Tank conducted a ground-level survey of 16 planned and unplanned settlements in the capital and found that unplanned settlements were several times more disadvantaged than planned ones in terms of location advantage, connectivity with the big city, affordability, and access to services and transport infrastructure.
If all of Delhi’s metropolitan areas – planned and unplanned – are not equally well connected to public transport services and made accessible, the capital will not fully implement its sustainable and low-emission forms of travel such as the walking, cycling or public transport. transport, the CSE said in a statement.
Delhi’s 2041 master plan project estimates that the city’s population will be 27-30 million by 2041, and 50% of this increase will be due to migration. By then, Delhi would generate 46.2 million motorized trips per day. “If such a load of daily motorized trips is not shifted to public transport to meet the MPD 2041 target of 80:20 modal split in favor of public and shared transport, Delhi will remain trapped in pollution and the carbon, “said CSE Executive Director Anumita Roychowdhury.
This requires immediate improvement in neighborhood-wide accessibility to bus and metro services and the minimization of interchanges. The expectation of MPD 2041 that 50% of Delhi’s population will be within the area of ââinfluence of public transport by 2041 and mixed-use development will encourage a shift to public transport, can only be met if the design and infrastructure at the neighborhood level improve for efficient access, âshe added.
The CSE’s ground-level assessment of infrastructure for accessibility at 16 facilities in the southern part of Delhi included neighborhoods of varying economic status. These various settlements include unauthorized settlements that were subsequently regularized, such as Tughlakabad Extension, Tigri Extension, Govindpuri, Kalkaji, Khanpur, Pooth Kalan and Khirki Extension; resettlement settlements like Garhi and Zamrudpur east of Kailash; and groups of slums like the Jawaharlal Nehru camp in Kalkaji. There are also villages that are now part of the urban system like Shahpur Jat and Tughlakabad village. The assessment also includes planned settlements with neighborhoods of higher income groups, including East Kailash, Kailash Settlement, Greater Kailash, and Chittaranjan Park.
The comparison of the advantages and disadvantages of the location of settlements shows that planned settlements are 2.8 times better placed than unplanned settlements. The developed areas have on average 1.6 times more road space and 1.4 times more qualitative open spaces.
On the criterion of âthe interface between housing and the cityâ, planned settlements are approximately 1.3 times better connected than unplanned low-income settlements. Again, within low-income settlements, planned low-income settlements are relatively more likely to be strategically located relative to a major economic center and important locations within a city. In unplanned disadvantaged neighborhoods, intermodal transfer requirements increase the wait time for one mode from 1.1 to 1.6 times. More importantly, it increases the cost of the trip. In fact, the monthly cost of transportation increases 1.5 to 3.5 times, according to the CSE.
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